JP6509571B2 - Railcar trolley - Google Patents

Description

  The present invention relates to a bogie of a railway vehicle, and more particularly, to a technology for suppressing a reduction in wheel weight and preventing a derailment at a location having a large displacement of a track planarity by devising a cross beam structure of a bogie consisting of side beams and cross beams. .

  The bogie frame for railway vehicles is composed of two right and left side beams arranged along the rail direction (longitudinal direction of the bogie frame) and two front and rear cross beams arranged along the crosstie direction (left and right direction of the bogie frame) And are connected. As the carriage frame for a railway vehicle having such a shape, those having various structures have been proposed.

  Patent Document 1 discloses a technology relating to a bogie for a railway vehicle. A pair of side frames extending substantially along the traveling direction of the vehicle and spaced apart in the direction of the tie, an axle box holding an end of a wheelset provided on the side frame, and supporting the axle box via an axis spring A railway car bogie provided with an axle box supporting device and a cross beam extending along the crosstie direction and connecting the middle portions of the pair of side frames, with the left and right side frames around the rotation axis substantially along the crosstie direction A bearing portion is provided which allows relative rotation. In this way, the followability of the wheel to the track is increased while securing the ride quality and the high-speed running performance of the vehicle.

  Patent Document 2 discloses a technology related to a bogie frame for a railway vehicle. One transverse beam is joined to the left and right lateral beams, and the transverse beam is formed into a flat shape that is wide in the front-rear direction, and it is located between the left and right joints joined through the side beams and the left and right joints And an intermediate portion in which an oblong through hole is formed. When the motor is attached to this intermediate portion, the width dimension in the front-rear direction is formed larger than the joint portion so that the position adjustment in the front-rear direction by the bracket is not necessary. Moreover, it has the dimension of the left-right direction which respectively mounts a brake in the inside of the side beam on either side. For this reason, it is possible to provide a bogie frame for a railway vehicle which is excellent in equipment attachment.

JP, 2011-148367, A Patent No. 4889831

  However, when a bogie frame using the technology described in Patent Document 2 is used for a railroad car carriage, when planar twisting occurs, it may not be absorbed, and there is a possibility that wheel weight loss of a wheel may occur. For example, due to repeated train passes and natural phenomena, unforeseeable irregularities can occur in the rails. In addition, at the entrance and exit of the curve, a cant reduction zone in which the difference in height between the left and right rails changes continuously is provided. In such a place, the heights of the rails become unbalanced at the left and right, and there is a concern that planar twisting may occur in the bogie. Although the technology described in Patent Document 1 is provided with a bearing to cope with this planar twist, the bearing is provided on the side beam, so it is predicted that the structure of the side beam becomes complicated and maintenance becomes difficult. Be done.

  Then, an object of this invention is to provide the trolley | bogie for railway vehicles which respond | corresponds to planarity torsion by simple structure, and can prevent the wheel load loss of a wheel.

  In order to achieve the above object, the railcar carriage according to one aspect of the present invention has the following features.

(1) A bogie for a railway vehicle having left and right beams disposed in the longitudinal direction along the rail and lateral beams disposed in the lateral direction along the sleeper, the lateral beam being joined to the lateral beam A bogie for a railway vehicle, comprising: a frame; a carbody supporting device provided on the bogie frame for supporting a car body; an axle box supporting device provided on the bogie frame and receiving an axle; and wheels and axles. When the lateral beam is provided with a torsional rigidity reducing portion, and the positional relationship between the left beam and the right beam becomes a torsional relationship, the displacement of the relative position between the left beam and the right beam is reduced by the torsional rigidity Absorbing by a part to prevent the loss of the wheel by weight.

  According to the aspect described in the above (1), the bogie frame used for the bogie for railway vehicle is composed of the cross beam and the side beam, and the cross beam is provided with the torsional rigidity reduction portion. Here, the torsional rigidity generated in the cross beam means a force against the force applied to the cross beam connected to the side beam in the twisting direction. For example, when the tip of the left beam is inclined upward in the Z-axis direction, the tip of the right beam is inclined downward in the Z-axis, whereby the left beam and the right beam behave differently, and accordingly, the side beam A force is applied to the cross beam connected to the direction of twist. As described above, by providing the torsional rigidity reduction portion on the cross beam, the bogie frame can easily follow when planar torsion occurs with respect to the bogie. In Japan, planar twisting is unlikely to occur, such as laying so as to align the position of the joint of the rail on the left and right, or performing frequent inspections of the rail for maintenance. However, there are countries where such consideration has not been made overseas, and there may be cases where the rigidity of the truck designed to receive the weight from the vehicle becomes excessive.

  In addition, as shown in the problem, there are also places where planar twisting is likely to occur, such as due to repeated train passing and natural phenomena, or a cant loss zone. For this reason, the torsional rigidity of the cross beam connecting the left and right side beams is reduced by providing the torsional rigidity reduction portion. As a result, it becomes possible for the truck to absorb problems on the rail side where the heights of the right and left rails are partially different, which contributes to the improvement of the ride comfort and the safety of the train. Can.

(2) In the bogie for railway vehicles according to (1), the torsional rigidity reduction portion is a slit provided on the side surface of the cross beam, and the slit is a side surface of the cross beam and is formed long in the longitudinal direction Preferably, the both ends of the slit are formed with holes having a diameter larger than the height of the slit.

(3) In the bogie for railway vehicles according to (2), the cross beam is welded and fixed to the left side beam and the right side beam, and the slit is formed between the left side beam and the right side beam. It is desirable that the distance be shorter than the distance.

  According to the aspect of the above (2), by using the slit as the torsional rigidity reducing portion, it is possible to reduce the torsional rigidity of the carriage with a simple configuration without complicating the structure of the cross beam. The slits provided in the cross beam are formed shorter than the distance between the two side beams, that is, the slits are provided between the side beams, and the part connecting the cross beam and the side beams is located on the outside thereof. become. Holes provided at both ends of the slit are formed with holes having a diameter larger than the height (width of the gap) of the slit in order to prevent stress concentration. As a result, in the case where the joint portion uses, for example, welding by welding, processing of the slit portion can be facilitated. Further, according to the aspect of the above (3), the slit can obtain the effect of reducing the torsional rigidity without being affected by the welding portion.

(4) In the bogie for railway vehicle according to (1), the cross beam is formed wider in the front-rear direction of the left side beam or the right side beam at both end portions joined to the left side beam or the right side beam. It is preferable that an oval-shaped through-hole is provided so as to penetrate up and down at the central portion of the left side beam or the right side beam formed wide in the front-rear direction and having an oval cross section.

  The cross beam is shaped so as to expand so that the width dimension of the middle portion in the front-rear direction is larger than the width in the front-rear direction of the joint. For this reason, in the middle part, the mounting position of the motor is close to the axle, and at the joint part, the installation space of the unit brakes arranged between the wheels is enlarged, providing a railway car carriage excellent in mounting equipment. It becomes possible. Furthermore, since the cross beam is provided with slits, the torsional rigidity is appropriately reduced, and the truck absorbs the problem of the rail side where the heights of the right and left rails are partially different. This can contribute to the improvement of the ride comfort and safety of the train.

It is a partial perspective view of the bogie frame for rail cars of 1st Embodiment. BRIEF DESCRIPTION OF THE DRAWINGS It is a whole perspective view of the trolley frame for rail cars of 1st Embodiment. It is a top view of the bogie for rail vehicles of a 1st embodiment. BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of the trolley | bogie for rail vehicles of 1st Embodiment. It is a perspective view which shows the result of having carried out FEM analysis of the cross beam of 1st Embodiment. It is a perspective view which shows the FEM analysis result which emphasized the deformation | transformation of the cross beam of 1st Embodiment. It is a perspective view of the bogie frame for rail vehicles of 2nd Embodiment. It is a perspective view which shows the FEM analysis result which emphasized the deformation | transformation of the cross beam of 2nd Embodiment. It is a perspective view of the bogie frame for rail vehicles of 3rd Embodiment. It is a perspective view which shows the FEM analysis result which emphasized the deformation | transformation of the cross beam of 3rd Embodiment. It is a perspective view of the cross beam of 4th Embodiment. It is a perspective view of the truck frame for rail cars of 5th Embodiment.

  First, a first embodiment of the present invention will be described using the drawings. FIG. 1 shows a partial perspective view of the railway carriage frame 100 of the first embodiment. In FIG. 2, the whole perspective view of the trolley frame 100 for rail vehicles is shown. The railway carriage frame 100 is formed by combining a cross beam 110 and a side beam 120. A cross beam 110 is provided so as to penetrate the left side beam 120a and the right side beam 120b, and the cross beam 110 and the side beam 120 are connected by welding. The cross beam 110 includes a cross beam end 111 (left end 111a and right end 111b) joined to the side beam 120 as shown in FIG. 1 and a cross beam central portion 112 provided between the left side beam 120a and the right side beam 120b. And.

  The cross beam end 111 is formed in a wide oval shape, and when joined to the side beam 120, the cross beam end 111 is arranged to be wide in the front-rear direction of the side beam 120 (that is, the direction along the rail 50). . The cross beam central portion 112 is curvilinearly widened in the front-rear direction than the cross beam end portion 111 to be formed wider, and the cross beam central portion 112 is provided with a through hole 113 penetrating in a direction orthogonal to the track surface There is. Further, the cross beam 110 is provided with a slit 115. The slits 115 are provided on the side surface of the cross beam, ie, the surface perpendicular to the surface of the rail 50. The slits 115 are formed to have a predetermined length, and holes 116 are provided at both ends thereof. That is, both end portions of the slit 115 have a keyhole shape.

  The width of the slit 115 is such a length that holes 116 provided at both ends can be disposed at the straight portion of the cross beam central portion 112 as shown in FIG. 1 or 2. The top view of the trolley | bogie 200 for railway vehicles is shown in FIG. The side view of the trolley | bogie 200 for rail vehicles is shown in FIG. From the side of the rail 50, the bogie 200 used for the railway vehicle is a bogie to a wheel 20 running on the rail 50, an axle 21 supporting the same, a bearing 22 receiving the axle 21, and an axle box support device 23 on which the bearing 22 is supported. A bogie frame 100 for a railway vehicle, which receives a weight of 200, and a vehicle body support device 40 for transferring a load between the axle box support device 23 and the vehicle body are provided. The axle box support device 23 is attached to the side beam 120. This is an arrangement in which the bogie 200 is disposed in parallel with the rail 50 when the bogie 200 is disposed on the rail 50. A vehicle body (not shown) is disposed on the vehicle body support device 40.

  Since the trolley | bogie 200 provided with the trolley frame 100 for rail vehicles of 1st Embodiment is the said structure, there exist an effect | action and effect which are shown below.

  The bogie 200 of the first embodiment absorbs displacement by following the bogie frame 100 for a railway vehicle even when planar twisting occurs, thereby contributing to the improvement of the riding comfort of the train and the improvement of safety. Can. The railcar carriage frame 100 according to the first embodiment includes a left side beam 120a and a right side beam 120b disposed in the longitudinal direction along the rail 50, and a transverse beam 110 disposed in the lateral direction along the sleeper. Railway vehicle bogie frame 100 for a railway vehicle, the lateral beam 120 being joined to the lateral beam 120, a vehicle body supporting device 23 provided on the railway vehicle bogie frame 100 for supporting the vehicle body, and the railway vehicle bogie frame In the axle box support device 40 provided with bearings 22 mounted on 100 and receiving the axles 21, and in the carriage 200 provided with the wheels 20 and the axles 21, the cross beam 110 is provided with a torsional rigidity reduction portion (slit 115). When the positional relationship between the left side beam 120a and the right side beam 120b becomes a torsional relationship, the displacement of the relative position between the left side beam 120a and the right side beam 120b becomes a torsional rigidity reduction portion (slit 11 ) Absorbed by, it is because has a configuration to prevent the omission heavy wheel of the wheel 20.

よって合成バネ係数Ｋには数式１に示される関係が成り立つ。

そして合成バネ係数Ｋは数式２に示されるように整理され、数式２より輪重抜け防止の観点から合成バネ係数Ｋをできるだけ小さくするには鉄道車両用台車枠１００のねじり剛性Ｋ１はできるだけ小さいことが望ましい事が分かる。 In order to reduce the weight loss of the wheel 20 due to the twisting of the track, it is desirable that the upper and lower combined spring coefficients K be as small as possible. Here, the combined spring coefficient K at the upper and lower sides is a series spring system of the torsional rigidity K1 of the bogie frame 100 for a railway vehicle and the spring coefficient K2 of the axle box support device 23.

Therefore, the relationship shown in Formula 1 is established in the synthetic spring coefficient K.

Then, the synthetic spring coefficient K is arranged as shown in the equation 2, and from the viewpoint of the wheel weight loss prevention according to the equation 2, to make the synthetic spring coefficient K as small as possible, the torsional rigidity K1 of the bogie frame 100 for railway vehicle Is desirable.

  FIG. 5 shows the result of FEM analysis of the cross beam 110. FIG. 6 shows the result of FEM analysis emphasizing the deformation of the cross beam 110. FIG. 5 shows the result of structural analysis by the finite element method, and analysis is performed on the assumption that a left end portion 111a on the left side of the drawing is subjected to a twisting force. This is an assumption that reverse forces act on the left side beam 120a and the right side beam 120b as shown in FIG. As shown in FIG. 5 or 6, it can be seen that stress is concentrated around the holes 116 provided at both ends of the slit 115. As a result of the analysis, it has been confirmed that it is easier to twist than a cross beam without slits.

  Thus, by providing the slit 115 in the cross beam 110 used for the bogie frame 100 for a railway vehicle, the cross beam 110 can be easily twisted, and there are joints at different places of the two left and right rails 50. Even when a twisting load as shown in FIG. 2 is generated on the frame 100, for example, the bogie frame 100 for a railway vehicle can easily follow the rail 50, so that it is possible to prevent the weight loss. In other words, it is possible to optimize the torsional rigidity of the railway carriage frame 100.

  Further, as shown in FIG. 5, by providing the holes 116 at both ends of the slit 115, it is possible to prevent the stress from being concentrated on the slit 115 and causing damage to the cross beam 110. It is preferable to use a sealing material or the like for the slits 115 and the holes 116 to prevent water from entering.

  In FIGS. 1, 2, 5 and 6, the slits 115 are provided in both of the cross beam central portions 112 of the cross beams 110, but the slits 115 may be provided only on one side of the cross beam central portions 112. The same effect can be expected. There is a case where a pedestal or the like is provided on the cross beam 110 in order to attach the carriage 200 used for a railway vehicle to a pulling apparatus receiver or the like. In such a case, providing the slits 115 may be disadvantageous in terms of structure. As a countermeasure against the planar twist as described above, the effect can be obtained only by providing the slits 115 in one of the cross beams 110. Therefore, if at least one of the two cross beam central portions 112 provided with the slits 115, a ride is obtained. It can contribute to the improvement of comfort and the improvement of train safety.

  Further, in the cross beam 110 of the first embodiment, a hollow cross beam 110 is formed by combining two members press-molded. Therefore, the slit 115 may be disposed along the mating surface. For this reason, for example, both end portions of the slit 115, that is, portions where the holes 116 are provided may be disposed so as to avoid the mating surface of the cross beam 110 vertically. That is, the holes 116 may be arranged avoiding the extension of the slit 115.

  Next, a second embodiment of the present invention will be described. The second embodiment is substantially the same as the configuration of the first embodiment, but the widths of the slits 115 provided in the cross beam 110B are different. The points will be described below.

  FIG. 7 shows a perspective view of the railway carriage frame 100 of the second embodiment. FIG. 8 shows the result of FEM analysis emphasizing the deformation of the cross beam 110B. FIG. 7 corresponds to FIG. 1 of the first embodiment, and FIG. 8 corresponds to FIG. 6 of the first embodiment. In the cross beam 110B of the second embodiment, the width of the slit 115 is set longer than that of the cross beam 110 of the first embodiment. In the first embodiment, the width of the slit 115 is set so as to be accommodated in the straight portion of the cross beam central portion 112 of the cross beam 110, while the cross beam 110B of the second embodiment has the cross beam central portion 112 and the cross beam end 111 The width of the slit 115 is expanded to the end of the connection portion 114 with the.

In addition, the point in which the hole 116 is provided in the edge part of the slit 115 is the same. And when load is applied to cross beam 110B like cross beam 110, flexibility is higher than cross beam 110 of a 1st embodiment. Specifically, when FIG. 6 and FIG. 8 are compared, in addition to the degree of deformation of the cross beam 110 becoming high, the hatching shown in the drawing becomes dark. This means that a high stress is generated in the cross beam 110 of the second embodiment as compared to the first embodiment. Further, while indicating the stress around values of stress σ1 (N / mm ²⁾ in FIG. 6, the stress σ2 (N / mm ²⁾ shown in FIG. 8 is 1.5 times the value compared to .sigma.1 ing. As a result, the railway carriage frame 100 can more easily follow the rail 50.

  Next, a third embodiment of the present invention will be described. The third embodiment is substantially the same as the configuration of the first embodiment, but the widths of the slits 115 provided in the cross beam 110C are different. The points will be described below.

  In FIG. 9, the perspective view of the trolley frame 100 for rail vehicles of 3rd Embodiment is shown. FIG. 10 shows the result of FEM analysis emphasizing the deformation of the cross beam 110C. FIG. 7 corresponds to FIG. 1 of the first embodiment, and FIG. 8 corresponds to FIG. 6 of the first embodiment. In the cross beam 110C of the third embodiment, the width of the slit 115 is set longer than the cross beam 110 of the first embodiment or the cross beam 110B of the second embodiment. In the first embodiment, the width of the slit 115 is set so as to fit in the straight portion of the cross beam central portion 112 of the cross beam 110, while the cross beam 110C of the third embodiment crosses the connecting portion 114 and ends the cross beam. The slit 115 reaches the portion 111 and the width of the slit 115 is expanded to the front of the side beam 120.

In addition, the point in which the hole 116 is provided in the edge part of the slit 115 is the same. And when load is applied to cross beam 110C like cross beam 110, flexibility is higher than cross beam 110 of a 1st embodiment. Specifically, compared with the stress σ1 of FIG. 5 showing the analysis result of the first embodiment, in FIG. 10 showing the analysis result of the third embodiment, the stress σ3 (N / mm ² ) shown as the central value is The value is about 2.5 times. As a result, the railway carriage frame 100 can more easily follow the rail 50.

  Next, a fourth embodiment of the present invention will be described. The fourth embodiment is substantially the same as the configuration of the first embodiment, but the structure of the cross beam 110D is different. The points will be described below.

  FIG. 11 shows a perspective view of a cross beam 110D of the fourth embodiment. The cross beam 110D is formed by combining two of the first cross beam member 130a and the second cross beam member 130b, and is used for the railway carriage frame 100D. The first cross beam member 130a and the second cross beam member 130b are press-formed to have a substantially U-shaped cross section, and a partition member 135 is provided on the inner side thereof. The slit 115 is provided in such a 1st cross beam member 130a and the 2nd cross beam member 130b, respectively. Holes 116 are provided at both ends of the slit 115.

  The slits 115 are formed in the cross beam central portion 132 similarly to the first embodiment, and are formed in a width to the front of connection portions 134 formed on the left and right of the cross beam central portion 132. That is, the slit 115 is formed so as to be accommodated in the plane portion of the side surface of the cross beam central portion 132. Since cross beam 110D of 4th Embodiment is such a structure, the effect similar to cross beam 110 of 1st Embodiment is acquired. That is, by providing the slit 115 in the cross beam 110D used for the bogie frame 100 for a railway car, the cross beam 110D becomes easy to twist and there is a joint at different places of the two left and right rails 50, etc. For example, even when a load is generated in the direction of twisting the railway carriage frame 100D as shown in FIG. 2, the railway carriage frame 100 can easily follow the rails 50, thereby preventing the wheel dropout of the carriage 200. be able to.

  Next, a fifth embodiment of the present invention will be described. The fifth embodiment is similar to the configuration of the first embodiment, but the structure of the cross beam 110E is different. The points will be described below.

  FIG. 12 shows a perspective view of a railway carriage frame 100E of the fifth embodiment. Unlike the cross beam 110 of the first embodiment, the cross beam 110E used for the railway carriage frame 100 of the fifth embodiment uses a cylindrical steel material. The transverse beams 110E are welded to the side beams 120 in pairs, and slits 115 are provided around the central portion of the transverse beam 110E. Holes 116 are provided at both ends of the slit 115.

  As mentioned above, although embodiment of the trolley | bogie for rail vehicles concerning this invention was described, this invention is not necessarily limited to this, A various change is possible in the range which does not deviate from the meaning. For example, although it is a structure of the cross beam 110 demonstrated in 1st Embodiment thru | or 3rd Embodiment, it does not prevent providing the slit 115 only in one side. As described above, the present invention aims to reduce the torsional rigidity of the cross beam 110 to cope with planar torsion. Therefore, even when the slit 115 is provided in any one of the cross beam central portions 112 of the cross beams 110, 110B, and 110C, it is possible to realize a predetermined reduction in torsional rigidity. Therefore, there is no hindrance to selecting a configuration in which the slits 115 are provided only on one side or provided on both sides. Moreover, it does not prevent combining the structure of 1st Embodiment thru | or 3rd Embodiment.

  Similarly, with the cross beam 110D of the fourth embodiment and the cross beam 110E of the fifth embodiment, the provision of the slits 115 on only one side is not hindered. In addition, even when the cross beam 110 has another shape, the application of the present invention, such as providing the slit 115 to reduce the torsional rigidity, is not hindered. In addition, the shape and configuration of the carriage 200 may not be appropriately changed. In the first to fifth embodiments, as shown in FIGS. 1, 7 and 9, the torsional rigidity of the railway carriage frame 100 is adjusted by adjusting the length of the slit 115 provided in the cross beam 110. Indicates that it is possible to change That is, in the bad condition where the twist of the track is large, a long slit 115 as shown in FIG. 9 is adopted for the cross beam 110 of the bogie frame 100 for a railway vehicle, and conversely, when the twist of the track is not so large, as shown in FIG. It is conceivable to adopt a short slit 115 for the cross beam 110.

Reference Signs List 20 wheel 21 axle 22 bearing 23 axle box support device 40 vehicle body support device rail 100 rail bogie 110, 110B, 110C, 110D, 110E lateral beam 111 lateral beam end 111a left end 111b right end 112 lateral beam center 113 through hole 114 connection portion 115 slit 116 hole 120 side beam 120a left side beam 120b right side beam 130a first cross beam member 130b second cross beam member 132 cross beam central portion 134 connection portion 135 partition member 200 carriage

Claims (3)

A bogie frame for a railway vehicle having left and right beams disposed in the longitudinal direction along the rail, and lateral beams disposed in the lateral direction along the sleeper, the lateral beams being joined to the lateral beams; In a bogie for a railway vehicle, the bogie frame comprising: a vehicle body supporting device provided on the bogie frame for supporting the vehicle body; an axle box supporting device provided on the bogie frame and receiving an axle;
The cross beam is provided with a torsional rigidity reduction portion,
The torsional rigidity reduction portion is a slit provided on a side surface of the cross beam,
The slit is a side of the cross beam and is formed to be long in the longitudinal direction.
Holes having a diameter greater than the height of the slit are formed at both ends of the slit,
When the positional relationship between the left side beam and the right side beam becomes a relationship of torsion, the displacement of the relative position between the left side beam and the right side beam is absorbed by the torsional rigidity reduction portion, and the wheel weight loss of the wheel To prevent
Railcar carriage characterized by. In the railcar carriage according to claim 1 ,
The cross beam is welded and fixed to the left side beam and the right side beam,
The slit is formed shorter than the distance between the left beam and the right beam.
Railcar carriage characterized by. In the railcar carriage according to claim 1,
The cross beam is
At both ends joined to the left side beam or the right side beam, the left side beam or the right side beam has an oval cross section formed wide in the front-rear direction,
An oval shaped through hole is provided vertically through the central portion of the left side beam or the right side beam formed wide in the front-rear direction,
Railcar carriage characterized by.

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